Highway-crossing barrier



June 17, 1930. Y E. H. RICK- 1,765,178

HIGHWAY CROSS ING BARRIER Y l l Bymdoa@ Inventar June 17, 1930. E H RlCK 1,765,178

HIGHWAY CROSSING BARRIER Filed June 26, 1928 6 Sheets-Sheet 2 Inventor yBy ttozt@ ,E E E l E June 17, 1930. E. H. RICK HIGHWAY CROS S ING 'BARRIER Filed June 26, 1928 6 Sheets-Sheet '5 ttorn ey June 17, 1930. E. H. RICK v HIGHWAY CROSSING BARRIER Filed June 26, 192 8 6 Sheets-Sheet 5 Inventar ttamy www@ June 17, 1930. E. H. RICK HIGHWAY CROSSING BARRIER Filed June 26, 1928 s sheets-sneer 6 Patented .lune 17, 1930 llt FETE "l" 5Fl HIGHWAYCEGSSETG BARRIER Application filed June 26,

This invention relates to an improved barrier, such as is adapted .to extend transversely across a public highway at ar point where it crosses a railroad track.

Briefly, the invention has reference to a structure of this class, which embodies a suitably constructed barrier, a support on which the barrier is swingably mounted, and upon which it is normally maintained in a suspended unobstructing position.

Associated with this support and barrier, is an electric motor having operating connection with the barrier, the motor being automatically set into operation by a train controlled track switch. On the opposite side of the highway, is a-means which serves to support an electrical retaining device, which. holds the barrier down in trallic ob` structing position, for a predetermined time.

Cooperating with this means, is an operating device for an additional switch, which serves to stop said motor when the barrier has reached a fullr .closingv position.

ln addition, there is another switch along the track and which is train-controlled, which switch serves to automatically render the elect 1ical retaining device inelective at a predetermined time.

One feature ot construction isa barrier f which is constructed of tubes Carrying depending chains, and Ln-adjustable brace.

A further structural feature is the mounting and support VAtor the barrier which has the additional function of a motor and gear housing.V

Then too, train controlled track switches,` which are e trally located between the' rails, are of novel intermittently `operable types.

A still further feature of the invention is the post on the opposite side'ot the highway, 'which constitutes a support vtor a barrier actuated operating device, for a'second mo'- tor switch, and which also constitutesa support for one end of the barrier.

An equally important structural part of the invention is the gearing train; a chain pulley structure constituting an operating connection between the electric motor and the swingably mounted barrier, this being I particularly novel in that it embodies an es 1928. Serial No. ZSSSS.

pecially designed clutch which is automatically brought into play to permit a rapid return of the barrier to a non-obstructing position.

My principal aim is to provide a structure of this class, which is highly el'licient in perormance, positive and dependable in action, smooth and quiet in operation, something which is a mechanical achievement in the'art as compared to known prior art devices, and 1 a structure which will fulfill` the requirements of an invention of this class in a desirable manner.

In the drawings; v

Figure l is a top plan view showing a portion oi the railway track, the barrier eX- tendingy across the highway near'the track, and the train controlled track switches.

Fig. 2 is an enlarged elevational view of the structure shown in Fig. l.

Fig. 3 is a view similar to Fig. 2, showing the barrier swung up to non-obstructing position. Y

Fig. l is ran enlarged vertical sectional and elevational view showing the barrier mounting, and mounting for the motor, lgearing train and associated details.

Fig. 5 is a sectional and elevational view showing the gearing train on anenlarg'ed scale. l f

Fig. 6 is a section on the line 6-6 oll Fig. 2. I

Fig.V 7 is an enlarged fragmentary sectional and elevational view of the upper portion of the small post on the opposite side of the highway, seen at the lett in Figs. l, 2 and 3.

Fig. 8 is an enlarged elevational view of one ofthe train tripped actuating ldevices for the switch. Y

Fig. 9 is a horizontal sectional view thru the casing of the last-named post.

Fig. l0 is a vertical 'sectional 'view through the post structure, showing the parts on an enlarged scale.

Fig. 1l is a detail sectional and elevational view oi one oi the track switches.

F ig. l2 is an elevational view vo the special chain pulley structure, located in the motor and gear howsinfre serves a purpose to be hereinafter Fig. 13 is a section taken approximately upon the line 13-13 of Fig. 12,

Fig. 14 is a fragmentary sectional view of said pulley, and its clutch.

Fig. 15 is an enlarged elevational view of a relatively stationary keeper plate associated with said pulley structure.

Fig. 16 a cross section on the line 16-16 of Fig. 15.

Fig. 17 is elevational view of a fourway contact structure, constituting a part of one of the track switches.

Fig. 18 is a wiring diagram. v y

Referring now to the drawings by reference numerals, it will be observed that the barrier is generally designated by the reference character 19, (see lligs. 2 and This comprises telescopically connected tubes 20 and 21, carrying a plurality of longitudinally spaced depending chains 22.

It also embodies a bracing and an adjusting truss of suitable construction. V@n one end the barrier is provided with a counterfbalanced weight 23, and adjacent this weight it pivotally mounted as at 24e, in a hollow supporting casing and housing 25.

On the opposite end, the barrier is prowith a magnetic plate 26, which described. Obviously, this barrier is intended to efrtend trans fersely across the highway 27, in close Qroxii ity to the rails 28 of the railway track.

rlChe support ,and casing structure 25, detailed in Figs, constitutes housing for a suitable electric motor29, resting on an appropriate support. Associated with this motor, is a train of gearing which serves to operate a vflanged pulley 30 on which a lowering chain i7 wound. This chain is fastened at its lower end to the counterbalanced weight 23.

As shown in 5, the motor shaft 32 carries a small cog'l, in mesh with a gear 34:, freely rotatable about the pulley shaft The gear 8l is equipped with extension cog El@ in mesh with an idler gear 37, carry ing a similar Vcog 38, in mesh with a complemental 39, keyed on the shaft 35.

Disposed in vspaced parallelism with res )ect -to the inner side of the pulley SO, is a disk l0 rigidly mounted en a supp rting 'standard 41. rlhis disk is provided with a beveled pocket 40?" constituting a keeper for reception of a spring` pressed plunger and latch 42, in the hub portion i3 of the pulley. Incidentally th" plunger is slidable in a LLLLD on cl3 Ycasing le mounted on the hub part 43. The

lub 43 is provided with a peripheral groove a stationary flange on one side and a removable retaining flange on the op-` posite side.

This provides a circular track for rotatable reception of the relatively rotatable rim portion i6 of the pulley. This rino por- ,tion is provided with outstanding flanges,

between which the chain 4-7 is disposed. It will be observed that the flanged rim d6 is provided with an outstanding lug carrying a clutch pin i8 cooperable with 'the normally protruding end of the spring pressed latch l2 as shown in Fig. 1l.

Obviously, however, as the pulley, cornprising parts il and lo rotates, the clutch pin ll2 rides about on Ythe surface of 'the disk d0. it a predetermined time, however, this clutch pin 42 drops into the pocket 4G, thus moving it out of the path of the pin i8 and then allowing the part d6 .to rotate freely with respect to the hub 3. The purpose of this structure is to allow a quick movement of the barrier and weight 23 from the full line position shown in Fig. l to the dotted line position, shown in the saine figure.

Hence, it is obvious that the barrier is moved to obstructing position across the highway, through the medium of the electric motor 29, and the gearing train, the pulley 30, and the lifting chain 47. The barrier is allowed however, `to return to its normal non-obstructing position by this novel clutch structure embodied in the pnln ley 30. Y

ils the barrier recedes or drops down into the position shown in Fig. 2, it cooperates with the small post 1li-9. This post and its coniplernental parts are detailed in Fig. 10. Referring/to this figure, it will be seen that the structure embodies a boe: 50, carrying.

an upstanding casing or hollow standard, in which an upwardly.spring-pressed rod 52 is mounted. This redis provided on its upper end with head 53 with which the barrier is engageable. Likewise it is formed on its lower end with a head 54, which is engageable with an arm 55 ofv a motor switch 56.

The remaining arm 57 of the switch is cooperable with the vcontacts shown in this figure. A spring is connected with the arm 55 and anchored in the box 50, to normally maintain lthe switch in the position shown in this figure. Gbviously, however, when the barrier vis lowered, it vstrikes upon the head 53 and pushes the rod 52 down against the tension of a spring 58 -which is associated therewith. rlhis in turn, forces down on the arm 55 and opens the switch 56.

llVhile considering this ligure, I desire to direct attention to an electro-magnet structure generally desivnated by the reference character 59 and mounted on the upper end of the hollow standard 51. he cores of the magnet cooperate with thev aforesaid magnetic plate 26 on the barrier. lincidentally, these magnets are energized at the time the barrier swings down, and they attract the plates 26 and hold the barier down in operating position. f

Attention is next invited-tolTig; 8, wherein it will beobserved that one ofthe tracks switch operating devices is shown.V In other words, the structure hereshown is a traina'ctuated mechanism, for rautomatically operating the switch, which closes the circuit to start the electric motor.

.The numeral designates a depressible bar which is pivotally mounted as indicated at61 on ,one ofthe ties. The free end portion of this bar is shaped for cooperation with the shoe 62, carried-by the engine fender .63 (see F ig. 2). On the intermediate portion of this bar, lwe iind a depending pivotally mounted leg 64 slidable through` guide openings, in a substantially U-shaped bracket 65 on an adjacent tie. An elevating spring 66 is associated with this leg and bracket, as here shown. In addition, there isr a Vnovel switch structure, employed here, and l.generally designated byy the reference character 67 This is described in detail .in lFig. 11. It will be seen that 'the bar 60 carries apivotally mounted socket 68 which in v turn carries a ltoothed rack 69 meshing with teeth on a ratchet wheel 70, keyed upon a short stub shaft 71., rotatable in a casing 72. This ycasing is provided with an attaching flange 72 fastened to the tie.

In addition, ythe lower end of the rack bar 69`passes down through a suitable. guide 73, containing a retention spring 7 1i.

f Attention is lnext invited, to `Fig. 17, wherein it will beobserved that the shaft- 71, carries contacts 75, cooperable with complemental circumferentially spaced contacts 76. In addition, the shaft carries a blocklike portion 77, with which a stop spring 78 is cooperable. This shaft 71, turns in a step by step manner, to bring the contacts into contacting relation with diametrically opposite pairs of contacts 76.

Considering now'Figs. 12 and 13, it will be observed that the flanged rim portion of the aforesaid pulley 80, carries an outstanding screw threaded stem 79, on which nuts 8O are threaded. Between these nuts, is an adjusting sleeve 81, with which the upper end of the aforesaid chain 47 is connected. This provides a chain adjusting device to regulate the sensitivity of operation of the chain.

In considering the operation of this invention, it is advisable to take under consideration, the wiring diagram which is shown in Fig. 18. This has, however, been included merely for the sake of illustration of thev operation. In operation, it is understood that as the train approaches a highway 27, the shoe 62, which is centrally located on the fender 63, will engage and depress the bar 60. yThis will set into operation, the track switch 67.

Incidentally, I am employing the reference character 67 to denote the track switch the rack bar 69 down, and actuates the Y ratchet 70, thus turning the shaft 71 `and moving the contact fingers 75, into cooperating and circuity closing position with .the contacts 76. l l

Thisbringsthe electric motor 29 into operation, and through the medium of the gearing train, the pulley structure is operated to wind the chain 47 on the pulley and to lower the barrier 19 across the highway. As the barrier descends, the electro-magnetic retaining device-59, which. has been previously rendered effective, cooperates with the plate 26, to hold the barrier down. However, as the barrier comes down in this way, it engages the rod 52, in the post structure @and opens the switch 56. This stops the motor. However, the magnetic retaining device including themagnets l59 and plate 26 holds the barrier down. l

Assuming vhowever that the train .is traveling. ina direction from right yto v.left in Fig. 18, .it is obvious thatwhen thefseco'nd track switch is reached,ithe circuit is opened, thereby deenergizingthe magnetic retaining means. Then, the counter-balanced weight of the' barrier, serves to move ythe barrier upwardly, atV which time the automatic clutch structure, previously described, comes into play, to allow the 'movement between the hub and rim structure of the pulley,

thereby permitting a quick return of the barrier to elevated non-obstructing position.

It is thought that by considering vthe descriptionin connection with they drawings, a clear understanding of the construction, operation and advantages of the invention will be had. Therefore, a morelengthy description isy regarded unnecessary. 3

Minor ychanges in shape, size, and rearrangement of parts coming within lthe field of invention claimed may be resorted toif desired.

Having thus described my invention, what I claim as new is 1.*In a structure of the class described, in combination, a support, a barrier pivotally mounted on the support, a post ,adapted to be located opposite the support, said post embodying a boX and an upstanding hollow standard, a switch located in said box, a spring pressed rod located in said standard and cooperable with said switch,l

.said barrier being engageable with said rod.

2. In astructure of the class described, in combination, a support, a barrier pivotally mounted on the support, a post adapted to be locatedv opposite the support, said post embodying a bOX anden llpstanding hollow standard, a switch located in said box, a vspring pressed rod located in said standard and cooperable withl said switch, said barrier being Aengageable Ywith said rod, together Awith an electro-magnetic retaining device on the standard.

3. In a structure of the class described, a hollow casing, av movable barrier adapted for movement intoand out of obstructing position across a highway, said barrier having one end portionV thereof pivotally mounted within said casing, a counter-balanced weight on said one end portion of said barrier, for normally urging said barrier to a non-obstructing position, a post with which said `barrier is adapted to engage, when the latter is moved to an obstructing position upon said highway, train control means for moving said barrier against the action of said counter-balanceV weight to an obstructing position across saidV highway for engagement post, means operable upon engagement oisaid barrier with said post for controlling said last mentioned means, Vwhereby said barrier r'will be maintained in'an obstructranged within said housing, operating mechanism operatively connecting said motor with said barrier for moving said barrier to an obstructing position against the action of said counter-balancing weight, said mechanism including a clutch mechanism, an electrical circuit embodying said motor, a train controlled switch in said circuit for closing said circuit, whereby said motor is actuated for moving said barrier-to an obstructing position across the highway, and whereby said barrier may engage with said p ost, a second switch arranged in said circuit, and means forV closing said second switch when said barrier is moved into engagement with said post for opening the circuit to said motor, and means for retaining said barrier in an obstructing position against the action of said counter-balancing weight, when said motor has been stopped.,

5. In a structure of the class described, and in combination, a casing, a post disposed oppositely to said casing, a roadway obstructing barrier having oneend portion with said thereof pivotally mounted within said casing, said barrier adapted to be moved intoand out oi' an obstructing position across the rCil mechanism including a clutch mechanism', n

an electrical circuit embodying said motor, a train controlled switch in said circuit for closing said circuit, whereby said motor is actuated Jfor movingsaid barrier to an obstructing position across the highway, and whereby said barrier may lengage with said post, a second switch arranged in said circuit, and means for closing said second switchV when said barrier is moved into engagement with said post for opening the circuit to said motor, and means for retaining said barrier inan obstructing position against the action of said counter-balancing weight, when said motor has been stopped, and train controlled means for releasing said retaining means wherebysaid barrier may be moved to a non-obstructing position underthe action of said counter-balancing weight.

In testimony whereof I afiix my signature.

ERICH HEINRICH RICK;V 

